Ultralights

cool! not a fan of the music, but cool non the less, just a question, how did you get the flight data on the video? the airspeed/alt and heading ? is it real time? also, an actual compass that worked like the heading indication looked on the top of the panel would be sweet.

after being in the flying school game for almost 10 yrs now, i would not operate a jabiru powered aircraft. the airframes are great, they fly well, are great trainers, nice long legged cruisers in the J230, but the engines, well, you said it yourself, look at the adverts, 400hrs TTIS, engine new, or near new. compared to other brands.. Savannah TTIS 1200 hrs, engine 1200 hrs. still going strong. come to think of it, the 6 cyl seams to hold up a little better than the 4. if people find jab bashing offensive, then that is their opinion, but just from casual observation over the years, i would trust their airframes to the end of the earth, engines, not so much.

i have noticed at YWOL, when the PAL activated in daylight, only the PAPI will light up, the runway light themselves only come around sunset, or in heavy overcast days, so i am assuming they have a light meter somewhere in the system.

unfortunately, RAAus have not processed my registration renewal, which was sent off 4 weeks ago, so as of today, im grounded, fingers crossed it will be done before NATFLY.....

i have had carby ice cause an issue with my 912, long descent from 8500 ft to wollongong, near idle power, OAT about 20 deg, and light whispy clouds/mist at certain levels. ran rough for a quite a while, i have never had carby ice with a 912 in nearly 1000hrs, so didnt think of carby ice, landed, removed the cowls looking for a loose plug lead or fouled plug, and quite quickly noticed a nice ring of condensation ice formed on the outside of both carbys. on the shock/ descent cooling stuff, i believe it is a bit of a myth, i will not conduct an engine run until oil temp is at a minimum of 50deg C. engine runs complete, line up for take off, oil temp tends to settle around 60 to 70 degC, full power, take off, power back a little to climb power, temp will then climb to 90 degC or 110C if a long climb past 3500ft. cruise power even after 5 hrs, temps still around 90degC, long descent from 8500ft to 1500ft, idle power, oil temp drops to about 70degC or maybe 65 if OAT is between 0 and about 10. so even after the longest descent at idle power, the engine is still warmer than it is when asked to work it hardest on take off. someone else i know has a RV10 has shown similar results with data logging that shock cooling just isnt happening with his IO540, and my 912ULS in the Savannah. the descent recorded in the RV was from flight levels to circuit height of 1500ft, after ATC forgot to give descent clearance requiring a far steeper than usual cruise descent.

as the title says. a quick snap roll, but dont try this at home... :) https://www.youtube.com/watch?v=y4DZcLG2gf8 Sadly, i am not flying, Aviator girl is the culprit here,

deluge system foam.

this is interesting, actual testing starts at about 1 minute.

the comments pretty much sum it up...

sadly a big well know company i worked for many years KPI's became the number 1 and only factor to focus on, and ever since, customers service has hit the floor, maintenance quality, staff morale, and even route structure has been dramatically reduced in the pursuit over ever better KPI's but that would be the result of management and up applying the KPI's to items that did not improve productivity, customer satisfaction, or improving the brand sadly.

every organisation and company i have worked for that turned to KPI's has never been a pleasant or productive place since the introduction of KPI's as a measure of performance.

is YKAT still open to visitor? i have heard rumours thats its closed. if its not, would like to visit

this is one of the Opticas now based at YSBK

aparently the crew from the Jackass movie series was onboard. could even have been deliberate after seeing some of the stuff they get up to. though i doubt it.

if you have the ability, ring the AWIS when your about 10 miles out, and when you get the wind, you can then plan on a descent and circuit on the most into wind runway. I flew in that part of the world late December, the thermals weren't to bad until mis morning, after that you just have to get high, about 7500ft will get you into cooler and calmer air.

gear down during water landing..... well, thats one way to land.

What airport is that? at Bankstown, what was the nations busiest GA airport, my landing fees are only $6 per landing, or a daily charge of $12. for unlimited landings in a 24hr period. and i have use of a manned control tower, nice wide perfectly maintained runways, taxiways, signage, lighting, gravel free runup bays. maintained windsocks. etc etc I like the analogy of the boat owner, and come to think of it, some of my friends who own boats never pay launch ramp fees, or navigation light fees, or lighthouse sighting fees. (well they have never asked me to help pay them after a day on the water) sad thing is, most boats i have seen cost the same if not far more than your average Raaus aircraft. and far more to run.

so who is the manufacturer of said batteries?

actually, navigation in those parts wasnt that hard. we flew IFR almost all of the trip, we followed roads rivers and railways! the leg from Wagga to Echuca was compass heading as there was nothing in the way of railways or roads going that direction, untill we crossed the Murray river. from Grampians to Bindara was pretty much railway IFR then River IFR along the Darling river until the clock and maps told us we should be nearing the station. which wasnt marked on the WAC. so the GPS helped there, even though we still landed at the wrong station initially. there was only 2 in the area. Minindee lakes was visual, very easy to see from 1000ft above the station, then IFRoads into Broken hill. The track direct from Broken hill to Narromine would have taken us a long way south of any main roads or railways, so we tracked a more northern route keeping the highway below the wingtip. probably added about 15 mins to the total leg time, it also provided some options for fuel at Wilcannia and Cobar as we constantly updated the fuel log, the leg planned to be about 15mins shorter than the limit of fuel endurance leaving 45 mins reserve. and considering the 10 kt planned headwind, that might have been stronger or weaker. as it turned out, everything went as planned and we made it to Narromine with a total of 15 mins fuel left above the fixed reserve. far safer and better piece of mind than following a magenta GPS line direct. the rest of the nav was a non event, as most of it was over fary familiar terrain, but we landed at Bathurst for a quick top up before heading over the great dividing range, even though full tanks from Narromine would have seen us back to Bankstown with plenty of fuel remaining.

I havnt been recently, but a few forumites have been there recently.

Falling leaf manoeuver involves a high rate of descent, far greater than he had there. and angles of bank almost if not to 90 deg.

love this bit.. in other words, once we jump to wild uneducated conclusions that could ruin your life, we are not accountable for anything we do.

A forced landing approach, flare and touchdown, no matter where it is, should look exactly like any other normal controlled landing... that was not a normal controlled landing... could you image every landing like that? aircraft would be a single use item.

Gundaroo can easily be used, just have to ring the airfield manager, very welcoming of visitors.

Good spot to ditch, sadly very uncontrolled, looks like he held it in the stall for the last 100 ft. Very lucky to land flat and not have it enter a spin or rapidly drop the nose.